Combined signal and air-brake.



APPLIUATION FILED P111310, 1909.

A. M. JONES. COMBINED SIGNAL AND AIR BRAKE.

- s \i m INVENTOH BLBERT M. 'LTI'JNE 5 Y mowers Patented Nov. 23, 1909.

2 snnnTssnnm 2.

UNITED STATES pix-TEN OFFICE.

ALBERT 1vi. JONES, or rmenns'rown,

MARYIiAND, ASSIGNOR OF ONE-FOURTH T GEORGE C. SNYDER AND ONE-FOURTH TOOTHO M. SNYDER, OF I-IAGERSTOWN,

MARYLAND.

COMBINED SIGNAL AND AIRBR !.KE.

Specification of Letters Patent.

Patented Nov. 23, 1909.

To all whom it may concern:

Be it known that I, ALBERT M. J ONES, a citizen of the United States,and a resident of Hagerstown, in the ten and State of Maryland, havemade certain new and useful. Improvements in 2. Combined Signal andAir-Brake, of which the following is a specification.

My invention relates to means for automatically operating the air brakesand for sounding an alarm and it consists'inthe combinations,constructions and arrangements hereinafter described and claimed.

An object of my invention is to provide devices by which the brakes maybe automatically set and the alarm sounded, said devices being locatedupon which the train is running.

A further object of my invention is to provide a novel controlling valveespecially designed to work in connection with the brake mechanism.

A further obj eet .of my invention is to provide means actuated by themoving train or engine itself for positively setting the valve operatingdevice 1n position in case of.

failure of the latter to work.

Other objects and advantages will appearin the following specificationand the novel features of the device will be particularly pointed out inthe appended claims.

'My invention is illustrated in the accompanying drawings, in whichFigure l is a side view of a track equipped with the Va ve devices. Fig.2 is a plan view ofthe mechanism shown in Fig. 1. Fig. 3 is a detailsectional view of the controlling valve mechanism. Fig. 4 is a similarview showing the mechanism in a differentposition. Fig. 5 is a side Viewof a locomotive equipped'with my brake controlling device-on a track providec. with devices for operating the same.

Fig. 1) is an enlarged sectlon taken along theline 66 of Fig. 1, lookingin the direction of the arrow, and Fig. 7 is an enlarged section takenalongthe line' 77 of Fig. 1. Fig. 8 is a view of a modified form ofinechanism for operating the main. controlling valve.

My invention is an improvement over a similar one set forth in my priorpatent No. 905.080 of November 24, 1-908. As before county ofWashingalongside of the track member B to actuate the latter when .nal'D is properly set.

see 'Fig. -6, has one ortion of the operating stated the main object ofmy inventi n is to provide a controlling valve located ona locomotive.and operated by track devices for sounding an alarm and for setting theair brakes. To this end I provide the track A with a hinged deviceB,which is secured at one end b and is pivotally connected at theotherto a slide rod 6. The hinged member is provided with a spring I)which nor mally tends to keep the position. At the end ofthe rod 6' is alooking device C in the shape of a bell crank lever, which is attachedby means of a cord or wire a, to a similar flexible cord or wire 0attached to the semaphore D. On the under-side of the hinged device B isa bell crank lever E whose upper arm is adapted to raise the member B.

At the left of Figs. 1 and 2 is shown a device which cotiperates withthe hinged the sig- It consists of a hinged memberF of a form somewhatsimilar to that ,of the device B. It does not, however, extend .as farup, being only slightly above. the rail top and is designed to beoperated by the flange of the wheel and not by the tread. The member Fis pivoted at f and its free end is arranged to bear upon a pivoted rod"f. Thelatter is arranged {for longitudinal sliding movement in theguides-f see Fig. l. The lever f end pivotally .attached and the otherend is connected bymeans of a flexible cord-or wire 7 to the endof thehinged member "B.- At the forward end of the .rod f is a bell cranklever f arranged'to be engaged by the rod f as to the rod f the latteris forced downwardly. A' short thrust rod ff is attached tothe lower endof the bell crank lever f -and to the bell crank lever E, so that whenthe former is operated the latter is also operatech The spring f keepsthe hinged member F in a normally raised position.

The controlling valve for the brake and Signal operating devices isshown in detail in Figs. 3 and 4. It consists of an outer cylindricalcasing 1, within which is located a piston 2. The central portion ofthis piston has an annular groove or channel 3. The lower and uppercentral openings ends of the casin have 5 and 6 respective y, the

manner hereinafter explained.

stem 7 assing through the former and the stem 8 t n'ough the latter. Thedownwardly projecting stem 7 has at its end a roller 9 and constitutes'atappet which is adapted to be operated by the hinged member B in the Onone sideof the maiacasing is a smaller casing 10 having a piston 11arranged to operate a valve 12. The pipe 13 leads to the main air pipeof t: trainline. The pipe 14 communlcates with the main air reservoir15, see F1". 1. The pipe 16 leads to a s ecial si nal device, whistle17,1n the ca 18 of the engine. The ducts 19 and 20, see Figs. 3' and 4,are bored straight throu h the piston 2, the former leading from e outersurface of the lowe'r part of the piston and terminating at the centralchannel 3 and the latter belng bored from one side to the other of thelower part of the piston 2 and having one end arranged to register withan opening 21 in the'casing ,1, leading to the outer atmosphere.

The valve stem 8 is connected with a lever 22 in the cab, b which thevalve may be forced downwar ly into its original position after oncebeing operated.

From the foregoing description of the various parts of the device theoperation thereof'may be readily understood. In the normal operation ofthe railroad system, the brake setting and signaling devices would not.be used. Under these conditions the cord 0 would be drawn forward bythe signal operator and'held.,- It will be seen on reference to thedrawings that the locking memalso being'downwould not be affected by thepassage of the locomotive. In case ai'ail'is broken or an accident hasoccurred and the signal operator wishes to sto the tram,

he releases the cord or LWlle O y'set'ting signal in theproper'position. The spring I; now raises the hinged member B in theposition shown in Fi 5. At the same time the rod f is thrust" forward-ina position over the lever 7. Now when a train approaches "the flange ofthe front wheels will bear down on the hinged member F and swing thefront end of the hinged member f downwardly and through its engagementwith the lever f" cause a movement in this ease a outof its operatingposition,

which i a1r comm from the end of the lever f and therefore would simplyride up and down without affecting it. .The hinged member B the E, whosefree arm will swing. upwardly. The purpose of the device f is to providea positive actuating member for the hinged member B so.as to cause thepositive forcing up of the latter before the train reaches it, in caseit should be accidentally held down by snow or ice or for any otherreason. When the roller 9 reaches the hinged member B, the latter, whichis locked, will cause the roller to ride over the inclined surfaces,

valve 2.

Fig. 4 shows the lower position of the valve. In this figure it will beobserved that the pipe 14 leading from the main air reservoir 15communicates directly with the anreservoir is approximately one hundredpounds. The channel 3 is in communication of the port 23 and thereforethe valve 12 is held down by the piston. 11 with an excess ressure ofthirty pounds, since the pressure in the train pipe 13 is approximatelysevup carrying the valve with it, the parts are brou ht into theposition shown in'Fig. 3, in h brought into registration with the port23 and theoutlet 21, thereby relieving the iston 11 of the pressure onits u per side w en the pressure on the lower si e of the valve willforce it open and-permit the escape of the air from the train pipe 13through the port 24 in the cylinder 10,.thus operating the brakes andbringing the train to a standstill.

registration with the pipe 16 leading to the whistle 17 in the cab ofthe engine and the latter is therefore sounded by means. of the from themain reservoir. The whistle wi 1 continue to sound until the piston 2 isagain forced downwardly, which may be done by means of the lever 22 inthe ca 1 It will thus be seen that the train may be brought to astandstill by the automatic action of the track devices B and F when thelatter are set in position by the operator.

In Fig. 8 I have shown a modified means for operating the maincontrolling valve.

thereby causing an upward movement of the nular space 3. The airpressure in the main with the interior of the cylinder 10 by means entypounds. Now as the tappet 7 is pushed t:

At the sametime the duct 19 is brought into it will be seen thatthe duct20 is In th1s construction the valve stem 7 is provid'ed with a pin 7 onits lower extremity adapted to slide in a slot 5 of an arm or lever 9",pivoted at 8 to a downwardly depending arm 6" attached to the valvecasing. The roller 9 is on the downwardly'curved end of the lever 9.When the latter is engaged the lever is forcedupwardly and communicatesits motion to the valve stem. One advantage in this form is that as thetrain is proceeding, the force on the wheel 9 is partly a lateral force,push the wheel toward o'ne side. The arof the bell crank lever therebytending to tending to force/the valve stem and-means arranged'on' thetrack for en- 'main air reservoir and the whistle, thereby gaging saidtappet to cause the opening of the tram pipe and the connection of thesignal with sa d main air reservoir.

2. In a, train controlling means, a casing connected to the train pipeand to the main air reservoir, a whistle, a piston provided with ductsin said casing having a downwardly projecting rod constituting a tappet,

means arranged on the track for engaging said tappet to force said.piston upwardly into position-to cause the opening of the train pipeand the connection of the whistle with said main air-reservoir.

3. In a train controlling means, a whistle, a "main casing connected tothe main air reservoir, an auxiliary casing communicating with said maincasing and with the train pipe, a valve in said auxiliary casing, apiston provided with ducts in said main casing, a tappet connected tosaid piston, and means arranged on the track for engaging said tappet toforce said piston upwardly to bring one ofsaid ducts into communicationwith the main air reservoir and the Whistle and the other of said ductsinto communication with the interior of the auxiliary casing and theatmosphere, thereby permitting the train pipe valve to open.

4. In a train controlling means, a whistle,\

a main casing communicating with the main,

air reservoir, a piston disposed in said maincasing provided with anannular channel and having ducts, an auxiliary casing com 'municatingwith said main casing and with a train pipe, a piston in said auxiliarycasing, a train pipe valve actuated thereby, a tappet arranged to forcesaid piston upwardly to bring one of said ducts into position forrelieving the pressure on the train p'ipe valve, thereby causing theopening of the same and the other duct into position for establishingcommunication between the causing the sounding of the latter, and meanson the track for engaging said tappet.

5. In a train controlling means, a whistle, a main casing, a pistonlocated therein provided with a central annular channel andhaving-ducts, a pipe" leading from said casing to the main airreservoir, a second pipe leading from the casing to the whistle, anauxiliary casing communicating with the interior of said main casing, apiston dis posed in said auxiliary casing, a valve at tached theretoarranged to control the pressure in the train pipe, a tappet secured tosaid channeled piston and arranged when actuated to cause one of saidducts to establish communication between the interior of theauxiliary-casing and the atmosphere, thereby reliving the pressure onthe train pipe valve and causing the latter to open,

and the other of said ducts to establish coinnmnicationbetween the mainair reservoir cause the sounding of v ,75 v

and the whistle to the latter. I I 6, In a train controlling means, awhistle, a main casing, a piston in said main casing having a centralannular channel and-provided' with ducts, an auxiliary casingcoinmunicating with the interior of said maincasing, a piston withinsaid auxiliary casing,

a valve secured to said piston and arranged to control the train pipe,means for establishing communication between the main air reservoir and.the auxiliary casing for holding the train pipe valve closed, a tappetarranged to cause the movement of the piston to bring the interior ofthe auxiliary casing in communication with the outer atmosphere therebyrelieving the-pressure on the valve and opening the train pipe forbringing the main air reservoir into communication with the whistle andthereby sounding the latter, vmeans arranged, on the track for actuatingsaid tappet, and means for putting the tappet actuating mechanism intoor out of operative position.

'7. In a train controlling means, a whistle, a main air reservoir, atrain pipe, a main casing communicating with said train. pipe and saidmain air reservoir, a main piston carried by said casing and providedwith a tappet, a spring actuated track device ar ranged to engage saidtappet to force said piston upwardly, means for locking said trackdevice in its operative position and auxiliary means 011 the track forcausing ,the positivc operation of said spring actuated track device.

ALBERT M. JONES.

Witnesses

